CN102325676B - Brake system having simultaneous or partially simultaneous pressure generation and reduction in the wheel brakes from differing wheel cylinder pressure levels - Google Patents

Brake system having simultaneous or partially simultaneous pressure generation and reduction in the wheel brakes from differing wheel cylinder pressure levels Download PDF

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Publication number
CN102325676B
CN102325676B CN201080007725.3A CN201080007725A CN102325676B CN 102325676 B CN102325676 B CN 102325676B CN 201080007725 A CN201080007725 A CN 201080007725A CN 102325676 B CN102325676 B CN 102325676B
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China
Prior art keywords
pressure
brake
piston
car side
cylinder
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CN102325676A (en
Inventor
海因茨·莱贝尔
安东·万赞滕
克里斯蒂安·克格尔施佩格
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Ipgate AG
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Ipgate AG
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/326—Hydraulic systems
    • B60T8/3265—Hydraulic systems with control of the booster
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4077—Systems in which the booster is used as an auxiliary pressure source
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/44—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

The invention relates to a braking system having a brake booster, the piston-cylinder system (14, HZ, THZ) thereof being driven by an electrical motor, wherein at least one working chamber of the piston-cylinder system (14, HZ, THZ) is in connection to at least two wheel brakes via hydraulic lines, wherein a 2/2-way switching valve (17a, 17b, 17c, 17d) is allocated to each wheel brake and the hydraulic connection lines between the wheel brakes (18a, 18b, 18c, 18d) and the piston-cylinder system (14, HZ) are separately or commonly closable by means of the 2/2-way switching valves (17a, 17b, 17c, 17d), such that a pressure can be adjusted in the wheel brakes (18a, 18b, 18c, 18d) one after another in terms of a multiplexer process and/or simultaneously, wherein the electrical motor and the switching valves (17a, 17b, 17c, 17d); are activated by a control device and the hydraulic connection line from the working chamber of the piston-cylinder system (14, HZ, THZ) to the respective magnetic valve has a flow resistance RLi and each switching valve has a flow resistance RVi together with the hydraulic line to the wheel cylinder (17a, 17b, 17c, 17d), wherein the flow resistances RLi and RVi are small, such that the HZ piston speed determines the pressure reduction gradients and pressure generation gradients in each wheel brake (18a, 18b, 18c, 18d), wherein the flow resistance RLi is smaller than the flow resistance RVi and the control device regulates or activates the piston movement and piston speed during pressure generation and pressure reduction in dependence on the pressure-volume characteristic curve of the wheel brakes (18a, 18b, 18c, 18d).

Description

Pressing creation in having in the car side brake of different pressure of wheel braking cylinder levels or not exclusively simultaneously and the brake system reducing
Technical field
The present invention relates to a kind of according to the brake system as described in the preamble of claim 1.
Background technology
In ABS/ESP, quality is controlled in the precision of pressure process and dynamically decision, and therefore determines brake path and vehicle stability.Pressure control rapidly and is accurately conclusive for good control.Except electrodynamic mechanical type drg EMB, all hydraulic system is all worked together with two-position two-way solenoid valve.The documentation & info of the 2nd edition " braking handbook " 114-119 page in 2004 provides the detailed essential information about this point.In the situation that there is no special measure, these valves have Pure numerical form conversion performance, they or open or close (opening/closing).Due to the cause of closing rapidly, according to pressure gradient, can there is the pressure oscillation of amplitude, this pressure oscillation affects wheel performance, and the most important thing is to cause noise.In this case, pressure gradient depends on the difference of pressure of surging in the range of control between μ=0.05 (ice) and μ=0.1 (pitch main line face), also depends on the THZ pressure of the big ups and downs of brake servo unit.The measurability of the amplitude of the pressing creation of the frequent timing in 1-10 bar (desirable value) region is only often relatively coarse.Can control to obtain by the complicated PWM of two-position two-way solenoid valve and improve.Especially, can affect thus the transition keeping from pressing creation to pressure, so pressure oscillation and noise diminish.Because must consider that pressure gradient, pressure amplitude also have temperature, be difficulty and relatively coarse so this PWM controls.This PWM control is not used in pressure and reduces.
In EP 06724475, describe a kind of for carry out the method for control presssure by electric notor and piston control.Herein, the HZ piston movement of brake servo unit is determined pressure control, therefore has sizable advantage for accurate pressure control and variable gradient.EP 06724475 has also described by the pressure control of multiple car side brakes of so-called multichannel multiplexing method (MUX method).Therefore, its description comprises that two-position two-way solenoid valve will have the large flow cross section with negligible throttling effect, and pipeline from piston-cylinder-system to brake cylinder will have negligible resistance to flow.Be mainly approximately equalised stress level if it has also been stated while beginning, pressure reduces to occur at two car side brake places simultaneously.
Although described these measures in EP 06724475, but multichannel multiplexing method has following defect: in the unequal situation of stress level in two car side brakes, it is impossible that pressure reduces simultaneously, because in the described size of EP 06724475 is set, if HZ or THZ are too little to the resistance to flow of wheel cylinder, reduce in process at pressure, between two to four car side brakes, equalization of pressure can occur.In addition, the problem of possible equalization of pressure between wheel cylinder mentioned above also there is such fact: because also can not be carried out so two or more pressure that are easy to occur reduce requirement simultaneously or not exclusively side by side in the situation that relative to each other having time delay.Because the time delay that particularly pressure of same-sign requires may be determined generation in larger degree, therefore this is particularly debatable.
As mentioned above, pressure reduces can occur with pressing creation simultaneously or not exclusively side by side." simultaneously " refer in the time that two or more electromagnetic valves are opened simultaneously and close simultaneously.When opening or close in the mode of time delay when two or more electromagnetic valves or in the mode of time delay, pressure setting is called as " not exclusively simultaneously ".
In addition, in EP 06724475, do not provide pressing creation simultaneously.This causes possible pressure to increase may temporarily can not to carry out and may cause the fact of the brake path of growing.
Summary of the invention
Target of the present invention
Target of the present invention is further to improve from the known multichannel multiplexing method of EP 06724475 as follows: pressure when making to have two or more wheel cylinders of different pressures level or not exclusively simultaneously reduces can occur with pressing creation.
The realization of target
According to the present invention, the brake system of the feature by having claim 1 realizes this target.Other favorable structures of brake system according to claim 1 are by the feature instantiation of dependent claims.
The favourable difference part of the present invention is: it is also possible at the different pressures level place of all car side brakes that pressure simultaneously or not exclusively simultaneously reduces with pressing creation.This is by high piston velocity correspondingly, from two-position two-way solenoid valve to piston-cylinder-system, the size of the resistance to flow RL of the pipeline of the epitrochoidal chamber of (HZ or THZ) is set and the size of the resistance to flow RV of two-position two-way solenoid valve together with leading to the hydraulic tubing of wheel cylinder is set to realize.Condition is applied as resistance to flow RL must be less than resistance to flow RV.When resistance to flow RL is particularly advantageous during than little 1.5 to 3 times of resistance to flow RV.In addition, in the time of the resistance to flow RVR of the hydraulic tubing of other consideration from electromagnetic valve to wheel cylinder, be particularly advantageous, the latter is advantageously chosen as the resistance to flow RV that is significantly less than electromagnetic valve.
In improvement structure of the present invention, can consider to design as follows total resistance to flow (RL+RV): make in the maximum HZ piston power situation corresponding with the maximum motor power of the actuator of brake servo unit, and in the case of having two or more electromagnetic valves of opening, because the input of the volume when wheel cylinder drg or volume output, so can there is not equalization of pressure in temporary transient (in valve opening time).
Therefore in the design of change-over valve, must be noted that to realize the very little resistance to flow not dropping to lower than above-described minimum value.It should be noted that in the situation that pressure at the same time reduces, between HZ or THZ and wheel cylinder, have enough difference of pressures, so reduce by common pressure, between the independent wheel cylinder of car side brake, equalization of pressure can not occur.
Pressure at the same time reduce or pressing creation during prevent that pressure compensated another possibility from being to move to reduce the flow cross section of valve by PWM, increases resistance to flow thus.Herein advantageously, even in the situation that pressing creation at the same time or not exclusively simultaneously or pressure reduce, also can be thus according to situation selection pressure gradient, and with by RL and RV and optionally, the predetermined pressure process of design institute of RVR is irrelevant.Thereby pressure in keeping stress level far from it in two or more wheels or not exclusively simultaneously reduces or pressing creation also becomes and is easy to management.
When reducing in process at pressure, maximum possible flowing velocity drops to low pressure and the pressure-volume characteristic of independent wheel while showing as nonlinear function, pressure at the same time or not exclusively simultaneously reduce or pressing creation during, variable or different piston velocity is indispensable.
Due to volume flow at the same time or that not exclusively the pressure of while enters HZ or THZ from wheel cylinder during reducing, must or regulate by corresponding control and regulate again to keep difference of pressure to its piston.Herein, in the situation that HZ piston not being regulated again, the volume flowing to wheel cylinder from HZ or THZ will cause pressure to increase, and cause statically equalization of pressure.This piston regulates mainly and carries out by controller again.Controller calculates necessary difference of pressure, correspondingly determines the volume input in HZ, for this reason, uses HZ pressure, and advantageously, working pressure model.In the time that HZ or THZ piston are regulated again, should notice that HZ or THZ pressure are always lower than the minimum pressure level that is now connected to all wheel cylinders of HZ or THZ by the electromagnetic valve opened or change-over valve.Similarly content application is in pressing creation simultaneously or not exclusively simultaneously.The controller stress level that specified pressure increases again.Correspondingly regulate HZ or THZ pressure by piston stroke and piston velocity, to consider the volume for the wheel cylinder of the car side brake of pressing creation.In the time that HZ piston is regulated again, should notice that HZ or THZ pressure are always higher than the maximum pressure levels that is now connected to all wheel cylinders of HZ or THZ by the electromagnetic valve of opening.
For the pressing creation of while, incomplete two kinds of situations of pressing creation or asynchronous pressing creation simultaneously, and same for pressure simultaneously or the incomplete while reduces, knowing of the pressure-volume characteristic of independent wheel is extremely important.This records with interval mode each wheel in the time of stationary vehicle, wherein, the in the situation that of known HZ pressure or THZ pressure, surveys volume by corresponding piston stroke.This process occurs with relatively little power, so pressure of wheel braking cylinder is equivalent to the pressure in HZ or THZ.
As known, in the change-over valve of electromagnetic valve and lead to the resistance to flow in the hydraulic tubing of wheel cylinder, in the height dynamic process in the pressure control reducing at pressing creation and at pressure, all there is large difference of pressure due to overall.In each situation, controller judges that the pressure at car side brake place changes, and this pressure changes with brake torque proportional.Therefore, even by the pressure sensor at electromagnetic valve outlet place, also measuring pulley pressure statically only of conventional ABS/ESP system.For the limited pressure model of service precision of dynamic measurement.In addition, for each wheel setting pressure sensor is expensive.But, in the system with piston control according to the present invention, by knowing pressure-volume characteristic, when there being the different pressure of wheel braking cylinder that also can accurately regulate when dynamic.
The in the situation that of reducing side by side at pressing creation and pressure, not exclusively side by side or not side by side occur, two or more wheel cylinders are acted on simultaneously.The difference of pressure of being determined by controller is converted to corresponding piston stroke by the pressure-volume characteristic of wheel.By additional pressure model, also gauge pressure cylinder continuously.As long as reached the goal pressure of wheel, closed corresponding electromagnetic valve.Subsequently, the piston of HZ or THZ continues mobile to act on all the other wheel cylinders.In last wheel cylinder that will regulate, by carrying out pressure control according to the precalculated piston stroke of pressure-volume characteristic.Subsequently, also can close the electromagnetic valve of last car side brake.
Owing to will be used for for the pressure model of piston control calculating or estimated wheel cylinder pressure, so this pressure model for according to of the present invention be combined with simultaneously with asynchronous pressure reduce with the brake system of pressing creation for extremely important.The pressure of wheel braking cylinder calculating thus, both for calculating close moment and the start-up time of two-position two-way solenoid valve (change-over valve), is also used as the actual value of the control variable of pressure controller in multichannel multiplexing method.In addition be such as used in, in higher controller structure (ABS/ESP, driver assistance function such as ACC etc.) from the pressure of wheel braking cylinder of pressure model.
Favourable owing to first making HZ or THZ pressure head before the pressure variation in wheel cylinder close to the starting pressure of the wheel cylinder that will regulate, so be necessary to calculate continuously and store pressure of wheel braking cylinder.This task is also born by pressure model.
Therefore for controlling dynamically, the noise that produces in this process and be particularly combined with pressure simultaneously or not exclusively simultaneously and reduce for the control accuracy with pressing creation, pressure model is very important.
HZ or THZ pressure are used as incoming signal by pressure model.Subsequently, calculate each pressure of wheel braking cylinder by pressure model according to this incoming signal.In this case, temperature (for example, on ambient temperature or electromagnetic valve independently temperature sensor) be can pass through and adaptive model parameter for example equivalent flow dynamic resistance, equivalent pipeline inductance and pressure-volume characteristic come.If changed, also may regulate model parameter by adaptation in transiting performance.
The process that pressure simultaneously or not exclusively simultaneously changes is relatively less in normal ABS/ESP braking procedure, therefore more easily under the critical condition such as asymmetric or inhomogeneous road, occurs.Therefore can be converted to rapidly next wheel cylinder from a wheel cylinder extremely important for multiplexer.Because piston velocity and then rate of pressure change can regulate changeably, and can under extreme case, make piston action with maximum power thus, thereby this is possible.Due to changeability, can reduce under normal circumstances piston velocity, and only under extreme case, use maximum power.In addition, depend on again the absolute pressure in difference of pressure and the wheel cylinder that will control the transfer time between the opening or close of the beginning of piston movement and electromagnetic valve.
In the design of HZ or THZ, it should be noted that because the elasticity of HZ or THZ or rigidity to thering is considerable influence transfer time, so in the time that electromagnetic valve or change-over valve are closed, HZ or THZ are firm as far as possible structures.Therefore the firm as far as possible HZ or the THZ that, have the liquid capacity that is associated and a for example RL of interface channel allow very short transfer time.
In order to check and to proofread and correct significantly the pressure of wheel braking cylinder calculating by pressure model, carry out the comparison of pressure of wheel braking cylinder and HZ or THZ pressure with relatively long time gap in relatively long control intervention procedure.When piston remains static and electromagnetic valve while opening, after certain pressure adjustment time, static equalization realizes thus, because the structure of pressure model, so static equalization is carried out additional adaptation rule in pressure model or expansion automatically in the case of not having.In the time not obtaining by the predetermined slippage of controller or wheel acceleration, also can check.In the case of not simultaneously or not exclusively simultaneously pressure changes, also can be matched with controller requirement and only regulate and work based on pressure-volume characteristic and respective pistons.
A kind of brake system that uses path simulation device has been described in EP 06724475.Brake system according to the invention can have path simulation device.But path simulation device may be because cost be former thereby save.In this case, can produce the feedback to brake pedal by the mechanical connection between electric drive and brake pedal and brake servo unit.Described brake system also can as not with the complete line control brake system of the mechanical connection of brake pedal.It will also be appreciated that, can use the THZ that be similar to EHB in parallel with brake system, in the time that described brake system lost efficacy, THZ supplies with relevant pressure by additional change-over valve.
Brief description of the drawings
Below will the present invention be described in more detail by figure, wherein:
Fig. 1 shows the basic structure for pressure controlled actuator system;
Fig. 2 shows the pressure controlled cycle control circulation for wheel cylinder;
Fig. 3 shows the pressure controlled cycle control circulation of incomplete while for two wheel cylinders;
Fig. 4 shows the block diagram of pressure model;
Fig. 5 shows the signal flow graph of possible software configuration.
Detailed description of the invention
Fig. 1 shows the basic structure of brake system according to the invention, it is made up of HZ or THZ 14, EC motor 10, main shaft 11, main shaft reset attachment 12 and rotary angle transmitter 13 for driving pressure bar piston, this rotary angle transmitter 13 is determined the position of piston, and surveys rotor-position or piston stroke.
If piston receives regulating command to produce specified pressure, by being stored in pre-recorded pressure-volume characteristic in characteristic mapping, producing corresponding piston movement by the position transduser 13 in press rods circuit and pressure sensor 19.In the situation (this is roughly the situation in brake operation course) of of short duration constant pressure subsequently, use the characteristic mapping (enum) data of storing to carry out correlativity comparison based on new take off data.If the deviation of existence, when vehicle is in the time that time is after a while static, records pressure-volume characteristic correcting feature mapping to each car side brake individually again.If for example very large in the deviation at a wheel cylinder place, provide the instruction of finding motor transport repair shop.
The pressure producing in HZ or THZ arrives wheel cylinder 18a and 18d from pressure piston bar and floating piston via two-position two-way solenoid valve 17a-17d by pipeline 15,16.Replace press rods and floating piston, also can use another piston to arrange or by the connection of spring.Press rods piston is advantageously connected to main shaft rigidly, so press rods piston also can back move so that fast reducing pressure by driving.
At this, it is highly important that equally and set in pipeline 15 and 16 from HZ to electromagnetic valve 17i (wherein the size of i=a, b, c, resistance to flow RL d) and set subsequently electromagnetic valve and with the hydraulic connecting of wheel cylinder the size of resistance to flow RV.Two resistance RL and RV should be low, wherein should be applied as RL little more a lot of than RV, and compared with electromagnetic valve, the resistance to flow RVR from electromagnetic valve to wheel cylinder are little, is preferably:
RL≤RV/ coefficient,
Wherein, under room temperature, this coefficient should be 1.5 to 5, is 1.5 to 3 especially.Two-position two-way solenoid valve 17a-17d and pipeline 15 with 16 and pressure sensor 19 together be preferably integrally formed as assembly, for this reason, can also comprise HZ or THZ.
If produce the regulating command reducing for pressure, occur successively regulate and equate with pressure measuring value subsequently by the pressure of piston stroke.The generation of pressure and reducing corresponding to conventional BPV function.For this reason, as described in aforementioned EP6724475, be necessary that refill component for example comprises pedal, pedal path sensor, path simulation device.But the brake system of EP 6724475 comprises pressure control and modulation, and does not need all above-mentioned parts.
If now occur for example for the pressure modulation of ABS/ESP function, MUX function switched to out.If for example will reduce at wheel 18a place pressure, when HZ or THZ 14 by motor 10 in advance pipeline 15 and 16 and wheel cylinder 18b and 18d in while producing specified pressure, shut electromagnetic valve 17b to 17d.
If realized by the predetermined pressure of controller and reduced p by corresponding piston stroke ab, shut electromagnetic valve 17a, and the piston of HZ or THZ moves to by the predetermined desired location of controller.If after this for example there is pressing creation p in wheel cylinder 18d auf, electromagnetic valve 17d opens and piston moves to for desirable value p aufnew desired location.If reduce p by there is pressure simultaneously or not exclusively simultaneously in wheel cylinder 18a and 18d ab, electromagnetic valve 17a and 17d switch to no current and switch to thus open position, and electromagnetic valve 17b and 17c close.At this, piston also moves to new desired location.Under the special switch condition for motor and electromagnetic valve, occur as quick as thought for these processes of pressure modulation.These describe in Fig. 2 and Fig. 3.
Fig. 2 shows the controlled circulation for the MUX method of car side brake.In x-y diagram of curves up, pressure of wheel braking cylinder is by p rschematically illustrated, and HZ or THZ pressure are by p hZschematically illustrated.Press rods piston is thereunder drawn about the position of time, and y axle is designated as s k.For the actuating signal U of electromagnetic valve mVbelow diagram of curves shown in.
In the time course illustrating, first there is pressure and reduce p ab.Subsequently, then there is the pressing creation p for car side brake in the moment 6 auf.
Before the moment 1, all change-over valve 17a-17d close, and HZ piston is static.Shown in reduce instruction for the pressure of wheel and occur in the moment 1.So-called transfer time T umbe depicted as between moment 1 and moment 2, during this period, use the pressure-volume characteristic of master cylinder, trial makes piston displacement the pressure in HZ is adjusted to the wheel pressure known according to pressure model, thereby make in valve is opened in the time that the stage 2 finishes process, in fact regulate corresponding to the pressure in the HZ of pressure in wheel cylinder, thereby realized in fact the equalization of pressure between HZ and wheel cylinder.Now, by pressure-volume characteristic, using must volume or piston stroke, the particularly progressive error that must deduct from wheel cylinder in order to make pressure reach level specific or that require take turns pressure and calculated at the function of the desired required pressure of wheel 2 o'clock moment as current.Now, correspondingly drive/control and regulate HZ piston, and make corresponding change-over valve 17i move and open simultaneously.Represent until also can see coherent short standing time or the delay of the effect that pressure reduces in pressure at wheel between the time range between moment 2 and moment 3.Subsequently, between moment 3 and moment 4, HZ piston approaches the desired location calculating, and in the time that the stage 4 finishes, has reached this desired location.Meanwhile, if required pressure should for example increase by the input from higher controller again, motor even will more early interrupt this process.If reached desired location, in order to make the flow regime in hydraulic efficiency pressure system steady, in stage 4 to the stage 5, keep adjusting time T e, during this period, before change-over valve 17i closes, HZ piston is static.Herein, the action in advance of change-over valve is worked with the signal one producing because of the shut of valve.Adjustment time 4-5 contributes to wheel pressure to estimate more accurately, and makes the reducing noise in the time of moment a shut electromagnetic valve.Consider the shut of actual pressure, pressure gradient and the previously known of current existence, make electromagnetic valve move to close.In stage 5 to the stage 6, all change-over valve 17a-17d close again.Now, actuator will act on other wheels if having time.Meanwhile, if needn't change the pressure in HZ, require T transfer time of pressing creation um=0 closelys follow at moment 6 place.Pressing creation is subsequently similar to above-described pressure and reduces and occur.
The difference of Fig. 3 and Fig. 2 is, shows in addition the second pressure of wheel braking cylinder p in the diagram of curves of the top r2, and added another diagram of curves of the signal for making the second change-over valve action at bottommost.
Substantially, figure has described the pressure modulation p for the incomplete while of wheel cylinder aband p aufcontrol sequence.Until the moment 1, HZ piston is all static and electromagnetic valve Close All.Subsequently, the requirement reducing for the pressure of the first wheel cylinder arrives.Side by side or in the situation that thering is time delay, reduce requirement for the second pressure of the second wheel cylinder and produce.Therefore, to reduce be now possible to pressure in two wheel places or not exclusively simultaneously.Certainly, same situation also can be applied to three or four wheels.From moment 1 to the moment 2, show T transfer time um, therebetween, described above, attempt approaching the pressure by known the first wheel cylinder of pressure model, thereby make, in the time belonging to the change-over valve of the first car side brake and open, in fact to have reached the equalization of pressure between HZ and the first wheel cylinder.By pressure-volume characteristic, during stage 1-2 or when the stage, 1-2 finished, in order to make pressure reach specified level, calculate at this moment the necessary volume that must deduct from the first wheel cylinder.Reduce requirement if become known for equally the pressure of the second wheel cylinder, equally passed through stored pressure-volume property calculation at this and gone out desired HZ piston stroke.But substantially, first this calculation procedure also can carry out in the moment 3.Now, HZ piston is at moment 2 setting in motion, and the electromagnetic valve that belongs to the first car side brake moves simultaneously and opens.Time range 2-3 is until also can identify total standing time of the effect that pressure reduces in pressure of wheel braking cylinder.As long as can predict HZ pressure p in known valve opening time by pressure model and by the volume flow (moment 3) of this pressure model calculating hZdrop to lower than wheel pressure p r2, just pass through U mV2make the second electromagnetic valve MV 2move and open.Before the moment 4, soon, the volume flow of calculating by pressure model and with this pressure model or pressure gradient can be predicted the first wheel cylinder and will in known valve closing time, reach goal pressure.Therefore, shut electromagnetic valve MV now 1.In the moment 4, valve MV 1also close valve MV 1in volume flow stop.Cause thus the pressure oscillation in moment b pressure of wheel braking cylinder.Pressure oscillation in wheel pressure can reduce by the PWM action of electromagnetic valve.By chance, in the moment 4, HZ piston also reaches its desired location precomputing described above.Now, at electromagnetic valve MV 2before closing in the moment 5 equally, electromagnetic valve MV 2in volume flow can adjust time T ein steadily.Because adjust the time for this reason, almost occur without any pressure oscillation during wheel cylinder is in this process at moment a.The PWM of electromagnetic valve action herein can not produce any advantage yet.After following stage 5 to the stage 6 closely, repeat the above-described order for pressing creation simultaneously.For pressing creation simultaneously importantly, at electromagnetic valve MV iin situation about opening, HZ pressure always higher than minimum pressure of wheel braking cylinder to obtain positive pressure gradient and avoid the equalization of pressure between two or more wheels.Generally speaking, by simultaneously or reducing not exclusively simultaneously, the PWM action of electromagnetic valve will produce following advantage: also can with simultaneously or not exclusively the pressure of while reduce or pressing creation directly affects pressure gradient.
Fig. 4 shows the possible pressure model for calculating single pressure of wheel braking cylinder.Pressure model will be only the HZ pressure p corresponding with wheel pressure in car side brake under adjustment state (static state) hZ(t) as incoming signal 121.The quadruple design that model 122 to 131 is the vehicle for having four car side brakes.Alternatively, pass through the pressure-volume characteristic 132 of stored HZ, pressure model can calculate HZ pressure 121.Thus, wheel pressure also can pass through corresponding HZ position or piston stroke and dynamically regulate.The target of pressure model is in order to obtain pressure of wheel braking cylinder p r(t) dynamic estimation or high frequency are estimated.Below will the function of independent signal and signaling module be described in more detail.
The piston stroke of HZ or piston position s k(t) 135 incoming signals (also referring to Fig. 5) as pressure model 103.Volume 133 in HZ is according to the volume at wheel 129.1 to 129.3 places and piston stroke s by summing junction 134 k(t) 135 calculate.It is considered herein that wheel volume represents the volume of the volume of feed tube road, car side brake and the epitrochoidal chamber of HZ.HZ pressure p hZ(t) the 121st, calculate by volume-pressure characteristics 132 of HZ.It will also be appreciated that the HZ pressure signal of pressure sensor and the equalization of analog signal 121.In the time that the piston position of HZ is associated with specified pressure by characteristic 132, this measures the inefficacy for diagnostic pressure sensor.Also can diagnose with the phase current of motor.
If the only incoming signal as pressure model by HZ pressure, signal path 135 to 121 is unnecessary.Thereby directly obtain HZ pressure 121 from pressure sensor.
Obtain difference of pressure 122 by summing junction.Difference of pressure 122 runs through stream Q by representing that the quality of brake fluid and/or " hydraulic pressure equivalent inductance or pipeline inductance " module 123 sum-product intergrators 126 of inertia produce.Signaling module 127 is considered from HZ via valve the resistance to flow to the hydraulic path of wheel cylinder by brake piping.Model parameter equivalent flow dynamic resistance R corresponding under laminar condition from piston-cylinder-system 14, HZ by change-over valve 17a, 17b, 17c, 17d the flowed friction to the path of the wheel cylinder of car side brake.In addition, signaling module 127 consider from piston-cylinder-system 14, HZ by change-over valve 17a, 17b, 17c, 17d to the hydraulic path of the wheel cylinder of car side brake, represent the parameter (κ) of the weight of laminar flow/turbulent throughput ratio.By second integral device 125, obtain the current volume 129 at wheel place according to pressure current Q 126, and by describing the volume-pressure characteristics 130 of wheel cylinder and the be connected capacity of brake piping or the wheel cylinder of rigidity, according to the pressure 131 at current volume 129 these wheel places of acquisition at wheel place.In addition, pressure model 103 (seeing Fig. 5) also can be simulated and comprise the gantry hysteresis existing because sealing waits in reality.This has increased the estimated accuracy of pressure model.Pressure-volume characteristic used adaptive or record and be stored as and there is the function of the function parameter being associated or be stored as form statically in the time of vehicle launch.
Fig. 5 illustrates the possible signal flow graph of software configuration.The actuator p being shown specifically in reference number 101 representative graphs 1 in this case hZ(t)=f (s k(t)).The assignment of the angle by rotation sensor, the sensing system of actuator provides HZ pressure 121 and HZ piston stroke 135.Although do not list herein other sensor signals such as the required pressure of chaufeur, pedal position, motor phase electric current, battery current etc., can be included in consideration yet.
Pressure model 103 is according to the time pressure process p as in HZ hZ(t) function and/or DK piston stroke s k(t) function or calculate various wheel brake pressures 131, wherein p as both signals 121 and 135 of function r(t)=f (p hZ) or p r(t)=f (p hZ, s k) or p r(t)=f (s k).
By the adaptation in module 102, the model parameter of pressure model 103 (for example pressure-volume characteristic of equivalent flow dynamic resistance, equivalent pipeline inductance and pressure-volume characteristic or wheel cylinder and HZ or THZ) is by the temperature of for example vehicle periphery temperature of temperature or come adaptive by the temperature of the temperature sensor measurement by electromagnetic valve place or the drag measurement value proportional to temperature of electromagnetic valve.In this case, in the systems development process in temperature test, can determine and store adaptive specification.The parameter of gantry hysteresis simulation mentioned above also can be come adaptive according to temperature.Can measure or programme according to data file when the vehicle first start such as for example length of pipe or for electromagnetic valve being switched to various vehicle design parameters time of " opening " and " pass "., or according to temperature, model parameter is stored in table for this reason, or computation model parameter pass to model.If for example transiting performance changes, also can regulate model parameter by adaptation.If pressure model departs from actual measured value, pressure model the and therefore equalization of the parameter of pressure model may be continuously or with of short duration time gap generation several times.Pressure model is also calculated continuously, and particularly, in conjunction with the pressure modulation in ESP/ABS 104 or other higher controllers, pressure model is extremely important for the precision of pressure setting.From the pressure of wheel braking cylinder p of pressure model r(t) given and delivered to ABS/ESP controller.ESP/ABS controller 104 and particularly pressure control or pressure regulate the 106 wheel brake pressure p that depend on as control variable r(t).ESP/ABS controller calculates the required pressure p of car side brake based on ABS/ESP sensor signal such as wheel speed, lateral acceleration, yaw-rate etc. rsoll(t).Alternatively, the required pressure p of car side brake rsoll(t) with regard to its information content, can be only also difference of pressure or provide by pressure gradient.The required pressure of car side brake is obviously that each wheel is calculated individually.
In order to determine the priority of order of pressure controller 106, be also connected with functional module " priority determining device " 105 in the upstream of pressure controller.Should " priority determining device " 105 select 109 based on carrying out wheel for various signals 108 such as wheelslip, lateral direction of car kinetic parameter, the pressure controller excursion etc. of determining priority.This wheel is chosen as pressure controller 106 and pre-determines its next necessary which pressure that regulates which car side brake.For example, pressure reduces to require than reducing to have higher priority at another wheel place required pressure, thereby first carries out.Do not allow in addition for example to carry out successively two pressing creations at a wheel place and act on another wheel when different.Priority is determined that whether relate in addition decision be independent wheel or the pressing creation of while must be occurred or pressure reduces and this relates to how many wheels.Wheel speed, wheel acceleration, turning, micro-beating (μ-Sprung) (positive and negative), hallrcuts (μ-Split) road and control moment are preferably the standard definite for priority.If for example, in the first controlled circulation, determine and exceeded desired slip or wheel acceleration threshold value at some wheels place, according to related wheel quantity, be converted to mode simultaneously or not exclusively simultaneously.If the pressure of wheel reduce to occur exceeding desired slip in process, at another wheel place and follow higher wheel acceleration for example-5g, this is to regulate in the mode of incomplete while.If controlled circulation finishes in fact, no longer there is any conversion.Corresponding desirable value for while or slippage not exclusively simultaneously and acceleration/accel changes with acquisition complete stability in the process of turning along the direction with smaller value.In the case of the wheel in higher accelerates again, for example, because the corresponding friction coefficient of road changes, also can be converted to mode simultaneously or not exclusively simultaneously at corresponding slip value place.,, can obtaining brake path or driving under all situations of stability gain, be converted to mode simultaneously or not exclusively simultaneously.For those of ordinary skill in the art, this means and must have optimum slippage.
Shown in Fig. 2 and Fig. 3, calculate corresponding time sequence by pressure control or adjusting 106 subsequently.Subsequently, consider the gantry hysteresis of wheel cylinder, pass through herein stored pressure-volume characteristic and calculate desired HZ piston stroke.Subsequently, theoretic aided location controller regulates required piston stroke by control signal 11.For this reason, make each change-over valve 17a, 17b, 17c, 17d action 110 with correct time sequence.
Certainly can expect estimating following wheel pressure with pressure model 103.In order to calculate the correct valve conversion moment, this may be particular importance for pressure control 106.In this case, determined value can be in intermediate storage in memory device.
List of reference numbers
1-9: the stage in controlled circulation
P hZ: master cylinder pressure
P r: pressure of wheel braking cylinder
P rsoll: the required pressure of wheel cylinder
P auf: pressing creation
P ab: pressure reduces
P * ab: rate of pressure change when pressure reduces
P * an: rate of pressure change when pressing creation
S k: HZ piston stroke
S * k: HZ piston velocity
T e: the adjustment time before valve cuts out
T um: from the transfer time of opening to valve of starting of piston movement
T mUX: in order to regulate the total time of required pressure at one or more wheels place
T v: to the delay time of closed electromagnetic valve
A: the transition process with the pressure time performance of the adjustment time before valve cuts out
B: the sharply transition process of the pressure time performance of down periods of valve without the adjustment time
MV i: electromagnetic valve/change-over valve
U mV: the voltage process of two-position two-way solenoid valve
RL: the resistance to flow from HZ or THZ to the pipeline of electromagnetic valve/change-over valve
RV: the resistance to flow in electromagnetic valve
RV r: the connecting line from electromagnetic valve to wheel cylinder
R：RV+RV R+RL
10:EC motor
11: main shaft
12: main shaft reset attachment
13: the angle of rotation sensor (position transduser)
14:HZ or THZ
15: from the pressure line of press rods piston
16: from the pressure line of floating piston
17a-17d: two-position two-way solenoid valve and change-over valve
18a-18d: wheel cylinder
19: pressure sensor
101: the hardware in actuator, electronic system and sensing system
102: software function module " the adaptive or calculating specification of pressure model parameter "
103: software function module " pressure model "
104: software function module " ABS/ASR/ESP controller "
105: software function module " priority is determined "
106: software function module " pressure control or adjusting "
The sensor signal of 107:ESP/ABS sensing system
108: the signal of determining priority
109: the signal that wheel is selected is described
110: the action of change-over valve
111: action, motor
112: the required pressure p of taking turns rsoll(t)
121: master cylinder pressure p hZ(t)
122: the difference of pressure of determining pressure current
123: hydraulic tubing inductance
124：dQ/dt
125: integrator
126: run through stream Q
127: from piston/cylinder system (14, HZ) by change-over valve (17a, 17b, 17c, 17d) resistance to flow to the path of wheel cylinder
The Pressure Drop at 128:127 place
129.i: the current volume at wheel place
130: the volume-pressure characteristics (capacity) of wheel cylinder and the connecting line being associated
131: pressure of wheel braking cylinder p r(t)
132: the volume-pressure characteristics (capacity) of the main brake cylinder in the situation that change-over valve is closed
133: the current volume in main brake cylinder
134: summation module
135:HZ piston stroke s k(t)

Claims (39)

1. there is a brake system for brake servo unit, the piston-cylinder-system (14 of described brake servo unit, HZ, THZ) pass through actuator drives by electric notor in mode machinery or hydraulic pressure, wherein, described piston-cylinder-system (14, HZ, THZ) at least one epitrochoidal chamber is connected at least two car side brakes by hydraulic connecting pipeline, and described car side brake all disposes bi-bit bi-pass change-over valve (17a in all cases, 17b, 17c, 17d), and described car side brake (18a, 18b, 18c, 18d) with described piston-cylinder-system (14, HZ) the hydraulic connecting pipeline between can pass through described bi-bit bi-pass change-over valve (17a, 17b, 17c, 17d) optionally independently close or jointly close, thereby can side by side and/or according to method of multiplexing in turn regulate described car side brake (18a, 18b, 18c, pressure 18d), described electric notor and described change-over valve (17a, 17b, 17c, 17d) by control setup control, wherein, from described piston-cylinder-system (14, HZ, THZ) epitrochoidal chamber to the described hydraulic connecting pipeline of corresponding change-over valve has resistance to flow RL i, each change-over valve has resistance to flow RV together with leading to the hydraulic connecting pipeline of wheel cylinder of described car side brake (18a, 18b, 18c, 18d) i, it is characterized in that, set described resistance to flow RL iand RV isize, thereby the piston velocity of described piston-cylinder-system is determined the pressure in each car side brake (18a, 18b, 18c, 18d) and is reduced gradient and pressing creation gradient, described resistance to flow RL ibe less than described resistance to flow RV iand described control setup regulates or controls piston movement and the piston velocity as the described piston-cylinder-system of the function of the pressure-volume characteristic of described car side brake (18a, 18b, 18c, 18d) during pressing creation and pressure reduce.
2. brake system according to claim 1, is characterized in that, described resistance to flow RV ithan described resistance to flow RL ilarge 1.3 to 2.5 times.
3. brake system according to claim 1, is characterized in that, described resistance to flow RV ithan described resistance to flow RL ilarge 1.5 to 2 times.
4. according to the brake system described in any one in claims 1 to 3, it is characterized in that, in the time that described change-over valve (17a, 17b, 17c, 17d) is closed, the maximum of described piston-cylinder-system (14, HZ) can obtain pressure gradient can obtain large 2 to 4 times of pressure gradient than the maximum in car side brake (18a, 18b, 18c, 18d) described in the time that at least one change-over valve (17a, 17b, 17c, 17d) is opened.
5. according to the brake system described in any one in claims 1 to 3, it is characterized in that, in the time that described change-over valve (17a, 17b, 17c, 17d) is closed, the maximum of described piston-cylinder-system (14, HZ) can obtain pressure gradient can obtain large 3 times of pressure gradient than the maximum in car side brake (18a, 18b, 18c, 18d) described in the time that at least one change-over valve (17a, 17b, 17c, 17d) is opened.
6. according to the brake system described in any one in claims 1 to 3, it is characterized in that described resistance to flow RL iwith described resistance to flow RV ibe configured so that: in the case of the maximum power of described piston-cylinder-system (HZ) and actuator thereof and in the case of at least one opened change-over valve (17a, 17b, 17c, 17d), because the volume input in described car side brake (18a, 18b, 18c, 18d) in the time during described change-over valve (17a, 17b, 17c, 17d) is opened and volume are exported and between described car side brake (18a, 18b, 18c, 18d), equalization of pressure do not occur.
7. according to the brake system described in any one in claims 1 to 3, it is characterized in that described resistance to flow RL iwith described resistance to flow RV isum is configured so that: in the case of the maximum power of described piston-cylinder-system (HZ) and actuator thereof and in the case of two opened change-over valves (17a, 17b, 17c, 17d), because the volume input in described car side brake (18a, 18b, 18c, 18d) in the time during described change-over valve (17a, 17b, 17c, 17d) is opened and volume are exported and between described car side brake (18a, 18b, 18c, 18d), equalization of pressure do not occur.
8. according to the brake system described in any one in claims 1 to 3, it is characterized in that, in order to reduce the flow cross section of change-over valve, described control setup activates this change-over valve by pulse width modulation (PWM), has pressing creation or pressure and reduce in the case of the relatively large difference of pressure of independent wheel cylinder simultaneously.
9. according to the brake system described in any one in claims 1 to 3, it is characterized in that, the Stroke Control of the piston by described piston-cylinder-system (14, HZ), the pressure-volume characteristic based on corresponding wheel regulate the pressure in each car side brake.
10. according to the brake system described in any one in claims 1 to 3, it is characterized in that, higher controller pre-determines the required pressure for described piston-cylinder-system (14, HZ).
11. brake system according to claim 10, is characterized in that, described higher controller is ABS and ESP controller.
12. according to the brake system described in any one in claims 1 to 3, it is characterized in that, the necessary pressure gradient that calculate in described piston-cylinder-system is the function of the desired pressure variety in car side brake.
13. according to the brake system described in any one in claims 1 to 3, it is characterized in that, described control setup working pressure model during controlling processing calculates the stress level of described car side brake continuously.
14. brake system according to claim 10, is characterized in that, described control setup working pressure model during controlling processing calculates the stress level of described car side brake continuously.
15. brake system according to claim 13, is characterized in that, the input variable of described pressure model is the actual pressure (p in described piston-cylinder-system (14, HZ) hZ) or the piston stroke s of described piston-cylinder-system (t) k(t).
16. brake system according to claim 13, it is characterized in that, described pressure model by equivalent flow dynamic resistance as model parameter, described equivalent flow dynamic resistance corresponding to from described piston-cylinder-system (14, HZ) via described change-over valve (17a, 17b, 17c, 17d) until the flowed friction in the path of the wheel cylinder of described car side brake.
17. brake system according to claim 16, it is characterized in that, from described piston-cylinder-system (14, HZ) via described change-over valve (17a, 17b, 17c, 17d) until in the hydraulic path of the wheel cylinder of described car side brake, described pressure model is considered the weight of laminar flow and Turbulence Flow condition.
18. brake system according to claim 13, it is characterized in that, described pressure model calculates as the current pressure of the actual pressure calculating, described piston-cylinder-system and passes through the close moment of each change-over valve (17a, 17b, 17c, 17d) of measuring the transfer time of definite electromagnetic valve in final test and the function of corresponding pressure gradient.
19. brake system according to claim 13, is characterized in that, hydraulic pressure equivalent inductance is considered as model parameter by described pressure model, and described hydraulic pressure equivalent inductance represents quality and/or the inertia of brake fluid.
20. brake system according to claim 13, is characterized in that, described pressure model comprises the pressure-volume characteristic as the each independent car side brake of the capacity of the described car side brake of expression of model parameter or volume input.
21. brake system according to claim 13, is characterized in that, the model parameter of described pressure model is the function of temperature and/or is come adaptive or regulated by temperature.
22. brake system according to claim 21, is characterized in that, described temperature is the ambient temperature of described change-over valve (17a, 17b, 17c, 17d).
23. brake system according to claim 14, is characterized in that, in the time not obtaining by the predetermined slippage of described controller and/or wheel acceleration, described pressure model is proofreaied and correct or regulated to described control setup.
24. brake system according to claim 13, it is characterized in that, described control setup checks described pressure model and/or makes value and the parameter equalization of described pressure model, while opening after described change-over valve (17a, 17b, 17c, 17d) has been waited for the of short duration pressure adjustment time, described control setup is determined the actual pressure in described piston-cylinder-system (14, HZ).
25. brake system according to claim 13, is characterized in that, also calculate or consider to be included in gantry hysteresis in hydraulic efficiency pressure system in described pressure model.
26. brake system according to claim 13, is characterized in that, described control setup calculates corresponding pressure (p in described car side brake by described pressure model (103) r(t)), and by corresponding described pressure (p in the described car side brake calculating r(t)) be at least sent to ABS and ESP controller (104) and pressure control device (106), described pressure control device (106) at least makes described bi-bit bi-pass change-over valve (17a, 17b, 17c, 17d) and the action of described electric notor, priority determining device (105) is at least carried out wheel by the data that transmitted by described ABS and ESP controller (104) and is selected, and described wheel is selected to be sent to described pressure control device (106).
27. brake system according to claim 13, is characterized in that, described control setup carrys out the parameter of adaptive described pressure model by the determined temperature in specified point place in described brake system or in described brake system.
28. brake system according to claim 13, it is characterized in that, described control setup carrys out the parameter of adaptive described pressure model by determined temperature in described car side brake, hydraulic connecting pipeline, bi-bit bi-pass change-over valve and/or described piston-cylinder-system.
29. brake system according to claim 26, is characterized in that, the priority that described priority determining device (105) is carried out wheel selection by standard " optimal brake path " and/or " control stiffness " is determined.
30. brake system according to claim 26, it is characterized in that, during the current pressure betiding in one or more car side brakes reduces, described priority determining device (105) allows the pressing creation in one or more car side brakes when different, during the current pressing creation betiding in one or more car side brakes, described priority determining device (105) allows the pressure in one or more car side brakes to reduce when different.
31. brake system according to claim 26, it is characterized in that, during wheelslip is greater than slippage limit and/or wheel acceleration or deceleration/decel be greater than 5g or-5g during, described priority determining device (105) is converted to pressing creation or pressure simultaneously or not exclusively simultaneously and reduces.
32. brake system according to claim 13, is characterized in that, arithmetical unit (MCU2) is carried out the incoming signal of whole control loop and the reasonableness testing of output signal.
33. 1 kinds of uses regulate the method for the brake-pressure at least one car side brake according to the brake system described in any one in claims 1 to 32, it is characterized in that, the pressure at least two car side brakes (18a, 18b, 18c, 18d) is continuously, side by side or not exclusively side by side generate or reduce.
34. 1 kinds of uses regulate the method for the brake-pressure at least one car side brake according to the brake system described in any one in claims 1 to 32, it is characterized in that, at at least two car side brake (18a, 18b, 18c, during pressing creation 18d) time or pressure reduce, by described piston-cylinder-system (14, THZ) epitrochoidal chamber and corresponding described car side brake (18a, 18b, 18c, difference of pressure 18d) is chosen as and makes corresponding car side brake (18a, 18b, 18c, 18d), there is not equalization of pressure.
35. methods according to claim 33, it is characterized in that, during pressing creation at least two car side brakes (18a, 18b, 18c, 18d) or pressure reduce, difference of pressure between the epitrochoidal chamber of described piston-cylinder-system (14, THZ) and corresponding described car side brake (18a, 18b, 18c, 18d) is chosen as and makes, between corresponding car side brake (18a, 18b, 18c, 18d), equalization of pressure does not occur.
36. 1 kinds of uses regulate the method for the brake-pressure at least one car side brake according to the brake system described in any one in claims 1 to 32, it is characterized in that, described pressing creation and/or pressure reduce side by side or not exclusively side by side to occur at least two car side brakes, and the stress level of each car side brake differs from one another.
37. methods according to claim 33, is characterized in that, described pressing creation and/or pressure reduce side by side or not exclusively side by side to occur at least two car side brakes, and the stress level of each car side brake differs from one another.
38. 1 kinds of uses regulate the method for the brake-pressure at least one car side brake according to the brake system described in any one in claims 1 to 32, it is characterized in that the pressure-volume characteristic equalization in the following way of each car side brake: before vehicle starts to advance, the pressure in the epitrochoidal chamber of the piston stroke of described piston-cylinder-system and described piston-cylinder-system (14, HZ) is carried out to static comparison.
39. methods according to claim 33, it is characterized in that the pressure-volume characteristic equalization in the following way of each car side brake: before vehicle starts to advance, the pressure in the epitrochoidal chamber of the piston stroke of described piston-cylinder-system and described piston-cylinder-system (14, HZ) is carried out to static comparison.
CN201080007725.3A 2009-02-13 2010-02-13 Brake system having simultaneous or partially simultaneous pressure generation and reduction in the wheel brakes from differing wheel cylinder pressure levels Active CN102325676B (en)

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